Importer Of The Finest Brass
Railroad Models.
Available In "O", "HO", & "N"
Scales.
* * * Celebrating 30 Years Of
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GENERAL MOTORS - ELECTRO MOTIVE DIVISION The first F-3A and F-3B units were built in July 1943 when World War Two was winding down. The units included a number of improvements over the previous FT models, including a higher horsepower rating (1500 from a GM 567B 16 cylinder diesel engine). It was desirable that a testing and demonstration period be accomplished on the new model, so only a demonstration set was built. In the meantime, the FT's continued in production until they were replaced by the new Model F-2A and F-2B in mid-1946. The demonstrator set was tested on a number of railroads in a variety of weather and climatic conditions. The test and demonstration run was successful and in late 1946 the F-3 replaced the F-2 in the EMD catalog. The F-3 was equipped with two trucks (usually referred to as LFM or "Blomberg" trucks), and had an enclosed car body like the previous FT and F-2 models. The engine drove a direct current generator and had electrically operated auxiliary equipment, unlike the previous models that were belt driven. Like the FT, the F-3 could be obtained with a variety of gear ratios for pusher, freight or passenger service, water tanks and steam generators, an optional additional nose light and dynamic brakes. Units having steam generators were easily identifiable by the water tanks and steam generator vents and exhausts (on the rear of the roof). The dynamic brake feature was less noticeable on those units that were so equipped, two rectangular grids on the roof were flush and not easily seen from the ground. The F-3 was built in four distinct phases, probably the most of any EMD locomotive model. The first units resembled the previous F-2 in that they had small nose number boards, an open grid filter grill on the top of the sides and three portholes on the sides through 1947. The type II model had two portholes on the sides, no filter grill and "chicken wire" netting extending down between the portholes. Most units had the larger nose number boards. This phase lasted from mid-1947 to mid-1948. Phase III was built only in the summer of 1948. This phase was similar to Phase II, but the "chicken wire" on the side between the portholes was removed and the four car body filters protected by louvers in the side panel covering. The last phase was built from summer of 1948 through the end of production in 1953. This phase was similar to Phase III, but Far-Air or stainless steel grills were added. In appearance this phase was the same as the later model F-7 except for the flat dynamic brake panels. A total of 1111 F-3A and 696 F-3B units were completed by the time that production of the model ceased in February 1949. By way of comparison, ALCO sold 433 A units and 249 B units of their similar FA-1 and FB-1 models. While the production units were
built in distinct phases, EMD supplied parts and kits that were used to rebuild,
upgrade and modify the appearance of the F-3's to such an extent that they are
hard to distinguish from later models. For instance, the D&RGW changed
their Phase III units to Phase II appearance in later years. The Santa Fe
added stainless steel grills to their passenger units. The dynamic brake
and radiator fans on the F-7's could be put on F-3's. The design was
considered a success and the successor F-7 model was little different from the
F-3. The F-3's were purchased for a variety of applications, ranging from
helper service (the L&N used them to assist new Lima 2-8-4's) to famous named
passenger trains, such as the "Super Chief", "California Zephyr" and others.
The model lasted from 15-25 years in service until they were retired and usually
traded in on "second generation" road power.
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